furgason



May 22, 1928.

C. E. FURGASON SPARK CONTROL MECHANISM 3 Sheets-Sheet 1 Filed March 23, 1926 ATTORNEK) May 22, 1928.

c. E. FURGA'SON SPARK CONTROL MECHAI I ISM 3 Sheets-Sheet 2 Filed March 3, 1926 Q INVENTOR. CZaude ,Z'. jib/ 501:

BY I

ATTORNEY5 May 22, 1928.

C. E. FURGASON SPARK CONTROL MECHANISM Filed March 23, 1926 3 Sheets-Sheet 3 INVENTOR. I

ATTORNEYS the motor attains a speed sufficient to proper-' Patented May 22, 1928.

UNITED STATES CLAUDE .n. ruaeason, or LANSING, MICHIGAN, assiqnoaronno moron cannon:- PANY, or LANSING, monman, A conroamron OF MICHIGAN.

SPARK-CONTROL MECHA ISM.

Application filed March as, 192 Serial No. 96,904. r

This invention relates to spark control mechanism and more particularly to mechanism of this character finding particular utility in connection with internal combustion engines used on motor vehicles and the like. r

Because of the skill necessary. to the proper manual control of the spark and the relative inadequacy of such control, automatic control of the spark for advancing and retarding the same consistent with the speed of the motor has become widely adopted in practice. However, where automatic spark control is pro vided,adequate provision must be made for the proper and complete control of the spark under all conditions inasmuch as the control thereof has been removed from the will of the operator.

A notable instance of the failure of some automatic spark controls resides in the improper control of'the spark between the period of starting and the period at which ly operate the control mechanism for advancing the spark. This deficiency is particularly noticeable in governor controlled spark advancing mechanism wheren the spark advance is accomplished by a governor mechanism the operation of which is in turn dependent upon the speed of the motor. This disadvantage, of governor controlled spark advancing mechanisms has been remedied and the mechanism accordingly rendered more efficient {by the provision of means such as illustrated in my prior application Serial Number 82,1'6O filed Jan. 18,

1926 wherein means is provided for posi.tive--' ly initially advancing the spark to a point consistent with or in advance of the speed of the motor at starting and for holding the spark thus advanced until the automatic governor controlled mechanism asserts itself. This means for positively lmttally advancing the spark is operated in dependence upon and as a result of the actuation of the accelerator of the motor vehicle. As previously mentioned, automatic spark control mechanism must be adequate at all speeds of the motor and must contemplate all conditions such as starting and running under both heavy and light loads. To this end an efficient automatic spark control must provide positive means for controlling the spark aside and apart from the automatic or con stant control which is dependent upon the speed of the motor and which in the present instance consists of a governor controlled mechanism. a

As an example, the governor control. in

order to attain the highest degree of efficiency, must be so set as to cause ashigh an advance of the spark as is practical when the motor is idling or when the motor is under a light load. Starting at this point it necessarily follows that eflicient operation demands that means be provided for automatically retarding the spark in proportion to the quantity of gas used. as the load increases and conversely to advance the spark as the load decreases, at all speeds of the motor. Such automatic control in the "present instance is operated directly in dependence upon the operation of the accelerator which as previously pointedout, alsocause as high an advance of the spark as is practical when the motor is idling or under light load. Should the motor thereafter be abruptly placed undera heavy load as, for

instance, when the vehicle starts up a grade,

the accelerator must bedepressed to furnish additional gas to compensate for'th'ls increased loadf The advanced position of the spark undersuch conditions is. too great for the amount of gas being fed to the motor and consequently under such condit'ons the motor is'h'eard to ping or -knock which is, at least, undesirable and frequently harmful to the motor.

To automatically compensate for this objection, the presentinvention contemplates the provision of means for positively retarding the spark in proportion to the quantity of gas used socasto automatically initially readjust the degree of'advance of the spark withreference to the quantity of. gas fed to the motor. As the quantity of gas used is dependent upon the extent of depression of the accelerator so this automatic spark retarding may conveniently be operated through the'mediumof the accelerator means. In operation, if a the accelerator pedal-is, for instance, fully depressed, a large quantity of gas will be fed to the motor to compensate for the abrupt increase in load. The automatic spark control has, of course, previously taken the control of the spark 'from the operator as the governor has adduce the supply of gas whereupon the means which previously effected the retarding of the spark, works conversely to effect an advance of the s ark.

As a consediiencc of the above it will be apparent that the primary object of the present invention is to provide automatic means for positively controlling the spark under all conditions and speeds of the motor, aside from the automatic speed control means and in direct relation to the state of the load,

andto this end consists in the novel details of construction andarrangements of parts which will be made more apparent as this description proceeds, especially when considered in connection with the accompanying drawings wherein;

Figure 1 is a side elevation of the mechanism forming the subject matter of the prescut invention.

Figure 2 is a top plan view of the structure illustrated in Figure 1 part-1y in section.

Figure 3 is a horizontal sectional view partly in section and partly in elevation.

'Figure 4: is a sectional view taken substantially on the plane indicated on the line 4-4 of Figure 3 and Figure'f) is a sectional view taken subst-antially on the plane indicated by the line 45 55 of Figure 3.

Referring now particularly to the drawings wherein like reference characters indicate like parts, it will. be noted that there is illustrated fragmentarily the end. of a gen.-

erator shaft 10 which, through the medium of aspiral drive gear 11 meshing with a worm gear 12 drives the rotor shaft 13 which carries the arm 14 of the sparking mechanism; The spiral gear 11 is rotatably fixed upon the shaft 10 but longitudinally adjustable thereon which permits of changing the timing of the shaft 13 by such longitudinal adjustment of gear 11. While the shaft 10 is described as the generator shaft,

it obviously may be any, shaft driven in fixed relation to the speed of the motor.

As illustrated, the gear 11 is splined to the shaft 10 and is provided with a shank orsleeve portion 15 into which the end of shaft 10 extends, This sleeve 15 is provided with a pair of diametrically opposed slots 16 through which a pin 17 arranged transversely of the end of shaft 10 extends. A coil spring 18 is arranged between the end of shaft 10 and the closed end of sleeve 15 tending normally to urge the sleeve 15 to the right as shown in Figure 3.

Pivotally supported upon the pins 17 is a pair of weighted governor arms 19 provided with a pair of laterally extending cams 20 which are adapted to engage rollers 21arranged diametrically on the sleeve 15 and mounted thereon by means of studs 22. As

.the governor is operated upon rotation off sequence of the speed of the mot-or itfbecomes readily apparent that a proper advance of the spark will not be effected until the motor had attained, a reasonable speed. Therefore in order to initially slightly advance the spark to facilitatethe rapid increase in speed of'the motor at the start, I have provided mechanism which includes a control shaft 23 rotatably mounted in an enlargement 2 1 of the shell or casing 25. One

end of this shaft is formed with a head 26 provided with a cam face 27, adapted to engage the end of a push pin 28 which abuts at its other end the end of sleeve, 15. To the otherend of control shaft 23v is clamped a force lever 29 which is connected by means of a link 30 to the end of a rock lever 31 clamped upon the carburetor rocker shaft 32. The adjacent end of the motor crank case 33 is shown as being provided with a sleeve-like bearing for supporting the carburetor rocker shaft at. this point. lhe reference character 34 indicates the accelerator pedal for actuating the usual throttle.

With the mechanism thus far described it will be apparent that upon a depression of the accelerator 34, lever 31 will be rocked and through the medium of linkBO on the force lever 29 control shaft 23 will be rocked to cause the cam 27 to engage push tiin 28 displacing the same to move sleeve 15 and consequently gear 11 in the direction of arrow A thus causing aslight initial advance of the spark prior to the moment at which this control. of the spark is assumed by, the governor. This slight initial or partial advance to the spark is an advance of approximately between 12 and 15. The totaliadvance imparted to the spark by the governor is between 8 1 and 90 which represents the maximum advance limits for various types of motors.

Pin 28 has only a bearing: engagement with sleeve so that-assoon' as the engine has attained suflicient speed to cause the governor to assume control of thespark, then sleeve 15 is moved away out of contact with pin 28. Thus the cam 27 and pin 28 operated upon movement of the throttle function only initially and: during the lower speed range of the engine while thegovernor functions during the higher speed range of the motor.

The reference character indicates the shell of the distributor of the sparking mechanism which is supported upon a sleeve 36 which surrounds shaft 13 and'may be rotatably supported in an extension 37 of, the shell or housing- 38; Projecting laterally from the sleeve 36 is a stud 39 provided with a head 40 recessed for the reception ofthe adjacent endof a push rod" 41. The stud 39 projects through a circum ferentially extending slot 42 formed in the extension 37 of the shell 38 so as to permit a rocking'of the sleeve 36 and an oscillation of the pin A shell-like abutment 43 is provided with which'a spring 44 engages, the other end of which reposes in a recess in the end of the head 40. This spring normally urges a rotation of sleeve 36 in the'direction of arrow B and consequently a rotation of shell 35 in a similar direction which operates to effect a, retarding of the spark.

The end 45 of push rod 41 passes through an opening in the enlargement 24 of shell 25 for engagement with a cam surface 46 formed on the control shaft 23 adjacent the shaftend 45. In the normal position of the parts such as illustrated in Figures 3 and 4 the end 45 of rod 41 engages against the true circumference of shaft '23 so that sleeve 36 and consequently shell 35 are prevented from rotating in the direction, ot'the arrow B as urged by the spring 44. However, as the throttle is operated to feed more gas to the motor and in consequence'thereof"shaft 23 is rocked inthe direction of arrow C and cam surface 46 is brought opposite the end 45' of the push rod, 41: thus permitting an endwise movement of this rod and the consequent rotation of sleeve 36 in the direction of arrow B. The extent of this rotation is dependent upon the amount of rockingof the shaft 23 which in turn depends upon the extentto which the accelerator pedal 34 has been depressed. -As a consequence the degree to which the spark is retarded by this mechanism is in direct proportion to the amount of gas fed to the motor, I

In operation the herein described structure compensates for the differences between heavyand light loadsby properly adjustthe spark in accordance therewith. By this apparatus the spark is advanced a light load and retarded with aheavy load with the intermediatepositions of the sparlt depending upon the ditterences between light and heavy loads. The present device al'l'ords means for further controlling the spark alter the governor controlled means has removed the control of the spark from the will of the operator. It will furthermore be noted that the control means herein are all purely mechanical and consequently the control may be. positively el iicctcd. By operating the ,spark control in direct dependence upon. the operation of the throttle or accelerator the sparkcontrol is made to respond directly to the variances of the load upon the motor as the accelerator is operated to compensate for such changes in load. I 7 Obviously the invention: is capable of various otheruses and other forms of application than that disclosed in the present, in stance and furthermore various changes may be resorted to in many of the essential and all of the non-essential details as well as the arrangen'ient of the parts without depart-- ing from the spirit and scope of this invention and to this end reservation is made to make such changes as may come within the purview ofthe accompanying claims What I claimas my invention 1s:

1. The combination with a throttle con-- trolled internal combustion engine, an auto maticspeed controlled spark adjusting mechanism and means for initially slightly advancing said spark ot' a constant control means for said spark, independent of said automatic mechanism and initial control means operable in dependence upon the adjustment of said throttle.

2. The combination with a throttle controlled internal. combustion engine, an automatic. speed controlled spark adjusting mechanism and initial spark control means forslightly advancing. the spark, and an accelerator tor actuating said throttle, of a constant control means for said spark and means actuated by said accelerator for operating said constant control means.

In an internal, combustion engine, a

throttle, aspark timing mechanism, an en- "the engine, and means. operated by said accelerator "for imparting two additional opposed adjustments to said timing mechanism. 7 v

5. In an internal combustion engine, an

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accelerator for intitially'slightly advancing said. spark and for continuouslyadditionally controlling said spark.

7. The combination with a throttle controlled internal combustion engine and a spark timing mechanism therefor, including two relatively movable parts, of an engine operated governor for automatically adjusting one of said timing mechanism parts in accordance with the speed of the engine, means connected to and operated upon a movement of said throttle for adjusting the other timing mechanism part and other means operable upon by said said throttle for initially slightly advancing the part of said timing mechanism controlled by said governor.

S. The combination with a throttle controlled internal combustion engine and a spark timing mechanism therefor, including two relatively movable parts, of an engine operated governor for automatically adjusting one of said timing mechanism parts in accordance with the speed of the engine, means operated by a movement of said throttle for adjusting the other timing mechanism part and other means operable upon movement of said throttle for initially slightly advancing one of said timing mechanism parts. i

9. The combination With a throttle con trolled internal combustion engine and a spark timing mechanism therefor, of an engine operated governor for automatically controlling said timing mechanism through the higher speed rangeof said engine,means operated upon the opening of said throttle for controlling said timing mechanism through the lower speed range of saidengine and other means operated in dependence upon a movement of said throttle for constantly additionally adjusting said. timing mechanism. 1

10. The combination with a throttle controlled internal combustion engine, of a spark timing mechanism including relatively movable parts, an engine operated governor for automatically adjusting one of said parts in accordance With the speed of the engine, means operated upon movement of the throttle for additionally adjusting the said timing mechanism 'part and other means opcrated upon movement of said throttle for adjusting the other timing mechanism part.

11. The combination with a throttle controlled internal combustion engine, of a spark timing mechanism including relatively movable parts, an engine, operated governor for-automatically adjusting one of said parts in accordance with the speed of the engine, means operable upon movement of said throttle for adjusting said timing mechanism part to initially slightly advance said timing mechanism and other means operated upon movement of the said" throttle for adjusting the other part of said timing mechanism. V

12. In an internal combustion engine, a throttle, a spark timing mechanism including two relatively movable parts, an engine operated governor for automatically adjusting one of said timing mechanism parts in accordance with the speed of the engine, a shaft operable upon movement of said throttle, means operable by said shaft for initi ally advancing the timing mechanism part controlled by said governor and other means operable by said shaft for adjusting the other timing mechanism part.

13. In an internal combustion engine, a throttle, a spark timing mechanism includ ing two relatively movable parts, an engine operated governor for automatically adjusting one of said timing mechanism parts in accordance with the speed of the engine, a

shaft operable upon movement of said throttle, means operable by said shaft for nitially slightly advancing one of said timing mechanism parts and other means operable by said shaft for adjusting the other timing mechanism part; v

14. In an internal combustion engine, a throttle, a spark timing mechanism including two relatively movable parts, an engine operated governor for automatically adjusting one of said timing mechanism parts in accordance with the speed of the engine, a shaft operable upon movement of said throttle, cam means operable by said shaft for initially advancing the timing mechanism part controlled by said governor and other cam means operable by said shaft for adjusting the other timing mechanism part.

15. In an internal combustion engine, a throttle, a spark timing mechanism including two relatively movable parts, an engine operated governor for automatically adjusting one of said timing mechanism parts in accordance with the speed ofthe engine, a shaft actuated by a movement of said throttle, means operable by said shaft for shaft for adjusting, the other timing mecha- In nism part,

16. In an internal combustion engine, a throttle, a spark timing mechanism including two relatively movable parts, an engine operated governor for automatically adjusting one of said timing mechanism parts in accordance with the speed of the engine, a shaft actuated by a movement of said throttle, a member adjustable by said shaft and abutting the timing mechanism part adjusted by said governor for controlling the same during the lower speed range of the engine and other means operated by said shaft for adjusting the other timing mechanism part.

17. The combination with an internal combustion engine, a throttle therefor and a spark timing mechanism including two relatively movable parts, of an engine operated governor for automatically adjusting one of said timing mechanism parts in accordance with the speed of the engine, a shaft rotated upon actuation of said throttle, means operated by said shaft for imparting a limited additional adjustment to the timing mechanism part controlled by said governor and other means operated by said shaft providing a constant control for adjusting the other timing mechanism part.

18. The combination with an internal combustion engine spark timing mechanism and a throttle therefor, of cam means operated as said throttle is opened for initially adtion of the throttle for first advancing and then correcting the position of said timing mechanism in accordance to load conditions.

20. The combination with a spark timing mechanism for internal combustion engines and governor controlled means for controlling said spark in accordance with the speed of the engine, of cam means for 1n1tially additionally advancing said timing mechanism and subsequently partially retarding said mechanism in dependence upon increase in the load.

In testimony whereof I aflix my signature.

CLAUDE E. FURGASON, 

